Ferrari Classiche, the specialist division set up in Maranello to provide owners of historic Ferraris with restoration, maintenance, supply of parts and issues Certificates of authenticity, has completed the restoration of the unique Corsa Indianapolis single-seater, a one-off built in 1953.

Chassis 0388 was built with the specific intention of competing in the 1953 Indianapolis 500 and, had it competed, would have been Ferrari’s first attempt at America’s greatest race. Nevertheless, it was raced across the USA with motorsport luminaries such as Carroll Shelby behind the wheel. Historically, it represents a step away from the Formula One cars of the same era and indicates the rapidly growing importance of the American market to Ferrari.

The restoration included not just the unique Corsa Indianapolis, but also tracking down all the documentation for the car to ensure its full and accurate heritage.

The Monoposto Corsa Indianapolis project started 1953 with the idea of participating in the Indianapolis 500, which eventually wasn’t completed, probably due to the numerous other motorsport projects in which the Scuderia department was involved. On 21 January 1954 the car was sold to Luigi Chinetti, then Ferrari importer for North America. The following month the car was shown at the New York Motor Sports Show. The Daytona Speed Week GP, in February 1955, was the car’s first official appearance in a race, where it was driven by Bob Said.

1956 was the busiest year for the Monoposto Corsa Indianapolis: in May Giuseppe Farina used the car for a test in Indianapolis, on 15 July it was driven by Carroll Shelby at the SCCA Mount Washington hillclimb and on 22 July at the SCCA Golden Jubilee hillclimb in Indianapolis. In the year 1958 the car returned to the factory for modifications for the Monza/Indianapolis race, with Harry Schell behind the wheel.

After the competition the car returned to Maranello for repairs and further modifications, for a new coachwork in Formula 1 style in 1960 bodied by Carrozzeria Fantuzzi. In the same year the car was tested by Cliff Allison on the Modena race track. The Monoposto Corsa Indianapolis concluded its motorsport activities and changed the owner several times.

HISTORIC RESEARCH

The historic research for such a particular project started with the identification of the assembly sheet 250/I (Indianapolis). The tubular chassis with extra tubular bracing (with no existing designs) was made by the chassis supplier Gilco.

Naturally it is important to underline the existence of a specific list of components dating from March 1953, entitled “250 Indianapolis”, encompassing components that were specifically designed and identified as “250″. These included clutch, suspensions, hubs, braking system, fuel tank, oil radiator and tank (the car also had a double Houdaille shock absorbers rather than the usual single absorber).

In that context, the design in February 1953 of the Tipo “250 I” engine had an identical bore and stroke (68 mm) yielding an overall displacement of 2963.45 cc. The engine was initially equipped with a single-stage supercharger, then with two superchargers and twin Weber carburettors (various types were tested: twin Weber 40 IF4Cs, 46 DCFs and 42 DCFs).

Probably because of the many different racing projects dealt with by the Racing Division at the time, the development of this design didn’t go according to schedule and it was only bench-tested at the end of September 1953. A few days before the other test, a 375 engine was tested, while this was subsequently fitted when the car was delivered to Chinetti.

RESTORATION ACTIVITIES

The restoration of such a highly unusual car involved followed Ferrari Classiche’s usual methods for restoration work carried out at the factory, while the running gear was stripped down and verified in correspondence to the original design and state of deterioration, to determine whether the parts could be re-used.

The car’s similarity to the original design and eventual modifications made by the factory over time were verified through the analysis of the assembly sheet, analysis of the list of components (all of the components, divided by group, required to complete the car). Following a verification of the components installed and correspondences of the same to the original design was carried out, followed by a verification of the components’ treatments (engine, gearbox, differential, suspension, brakes, transmission assembly, timing gear, ignition, lubrication, cooling system and exhaust system) to ensure that the same were rendered compliant with the initial specifications.

FERRARI CLASSICHE

Ferrari Classiche provides owners of historic Ferraris with restoration, maintenance and supply of parts, thanks to a process that involves researching the cars’ original designs which are held in the company’s own technical-historical archive and issues Certificates of authenticity to road-going Ferraris over 20 years old as well as to all competition cars (such as the Monoposto Corsa Indianapolis), including Formula 1 single-seaters, regardless of the year they were built.

The Company’s body, responsible for evaluating the cases presented, is the CO.CER (Comitato di Certificazione), chaired by Engineer Piero Ferrari. The certification document officially attests to the cars’ authenticity and also provides a further guarantee for buyers should the vehicles ever be sold. Introduced in 2009, the Attestation for vehicles of historic interest is now available to Ferrari cars that, although they do not fully comply with the strict Ferrari authenticity certification criteria, have been deemed, as a result of their competition and/or international recognized show history, to be of historic interest.

Based in the original old factory building, Ferrari Classiche opened its doors in July 2006 and has since become a major player in the protection of the unique Ferrari heritage. In fact, it has already issued around 1,200 certifications of authenticity and has completely restored a total of over 30 cars at its workshop.

The new rules stipulated that 500 units of a Formula 2 engine had to be produced before an entry was accepted. Ferrari quickly reasoned that outside help was required and approached Fiat to assist in producing the requisite amount by collaborating on a new road car design.

This new design was to be simply designated “Dino”, in honour of Enzo Ferrari’s late son Alfredino. Dino assisted in the initial discussions of producing Ferrari V6 race engines in the fifties under the watchful eye of Vittorio Jano. A bright engineering mind in his own right, Dino passed away at the tender age of 24 when he succumbed to muscular dystrophy in 1956. Enzo was said to have never overcome the grief of this tragedy.

Romantically, it was intended to introduce the road cars under a new Dino brand however the all important US Ferrari dealers did not agree that this would attract enough customers. Enzo, who was reluctant to add the Ferrari name to a ‘cut-price’ model of less than 12 cylinders, eventually agreed and a compromise was struck whereby two separate model designations were created- the Fiat Dino (which actually never sold in the US) and the Ferrari Dino, though no Ferrari badge work appeared on these cars.

The first car produced under the new agreement was the Fiat Dino Spider 2000, which debuted at the Turin motor show in 1966, with the first production cars built from October that year. Its coachwork was designed by Pininfarina (who also actually manufactured the cars) and it was a truly curvaceous design even if the Ferrari Dino 206GT (first shown in 1967 with production beginning in 1968) was considered the more dramatic with its swooping mid-engined layout. The 1987cc, all-alloy, quad-cam V6, complete with a copy of Dino’s signature on its cam covers, was developed for road use by Aurelio Lampredi and utilised triple twin-choke Webers. Brochures of the time suggested 160bhp at 7200rpm in the Fiat model, 180bhp at 8000rpm in the Ferrari, though as the engines were actually built in Turin there is still some conjecture surrounding the difference in quoted outputs.

To keep costs down (which is relative as the list price placed it in the Pagoda Mercedes class), the Fiat employed the basic live axle rear suspension design found in their 2300S, but equipped their Dino with quite advanced options for the day, with a 5 speed synchromesh gearbox, limited slip differential and four wheel disc brakes.

2 litre Spider production ended in December 1968 after 1163 were built, however it had gained a reputation for its lack of build quality and reliability as it was rushed into production to meet the homologation requirements.

Later in 1967, the Bertone designed and manufactured coupe version of the Dino was released. A full four-seater in design, with a 27cm longer wheelbase, the coupe was a step up in quality from the Spider especially in build quality and interior design. The rear seats were of the split fold type and the wood finished dashboard allowed for a cleaner dash layout. Power windows and optional leather or velour trim added to its prestige.

The inherent advantages in chassis stiffness and added wheelbase (not to mention a roof) made the early coupe a more complete tourer than its spider stablemate, however issues with oil pressure and cooling of the race bred 2 litre engine meant reliability was still a concern. By 1969, with 3670 Spiders built and its original reason for being satisfied, Fiat decided it was time to make the Dino into the flagship it should have been from the outset.

In enlarging the V6 to 2418cc and converting to an iron block, the Dino 2400 series specification produced 180bhp at a more relaxed 6600rpm. This made it vastly more tractable and wet sump lubrication along with an enlarged radiator and electronic ignition were intended to further enhance reliability. The adoption of the famous dog-leg ZF 5 speed manual coincided with a cable (rather than hydraulic) clutch but the biggest news on the ride/handling front was the adoption of the Fiat 130’s fully independent rear suspension.

Again the Spider was the first to be introduced; now being built in Ferrari’s Maranello factory to ensure consistency of quality with the 246GT released in the same year. 420 Fiat Spiders were eventually produced from September 1969 to January 1972 and today they are seen as the most valuable of the Fiat badged vehicles.

It is, however, the 2400 coupe that enthusiasts rate as the most complete from a driving perspective.

Our feature car is one of 2398 2.4 litre coupes made. It is a 1971 Italian market LHD model and has travelled less than 60,000kms. The current owner, Shayne, imported it from a collector in Italy some eight years ago and the first thing that jumps out at you is its sheer originality. It is currently for sale at the recently reduced price of AUD$35,000.

“It was never crashed, though it had been resprayed in its original Argento Metalizzato (Silver Metallic, 606 made in this colour) before I purchased it,” says Shayne as he takes me through the exquisite design details these 2400 cars are well known for. He speaks of the manual override for the electric windows (there is a winder behind the door lining), the opening louvers behind the rear glass to allow flow-through ventilation, the fold-down rear seats that “allowed the previous owner to take the car skiing without having to strap the skis on the roof like the 911 poseurs!”

You have to love the deep red carpeting and how it offsets against the sumptuous blue velour, which is itself the perfect foil for the Silver exterior. As Shayne invites me to take a seat (I am only a passenger today) the interior continues to impress with its airy spaciousness as I admire the woodgrain finish of the steering wheel and dash. The driving position looks typical of its Italian roots- a layout designed for long arms and short legs; however it is not as cramped as other Fiat products of the same era.

Shayne stirs the V6 into life, and it quickly settles down to a smooth idle. As we pull out onto the road and warm everything through I immediately notice its superbly resolved ride. At around 1380kg it is a reasonably heavy car for its time. This may assist in damping the impact of a brace of speed humps, but it is so well controlled that the Fiat simply dismisses with disdain. Shayne goes on to explain the inherent advantages of the independent rear suspension over the live axle of the earlier 2.0l cars. “It is far easier to drive, a better ride/handling compromise. It’s no racer in the corners but it wasn’t designed for that. There is some roll but the balance is inherently pretty good. Also, the larger engine is so much more tractable. Out on the open roads it is just magic!”

Now showing some life on its vital gauges, a break in the traffic allows us to stoke the fire within the Ferrari V6. In my youth, many a daydream was spent imagining how fun it must be to play the throttle of a Lancia Stratos off the trees surrounding a rally stage (it shares the same engine). Now I make a mental note to savour the operatic range of the Dino as the revs rise. It doesn’t disappoint – a cultured yowl and so silky you almost feel it. The all-wheel Girling disc brakes, recently overhauled, bring things to a halt in undramatic fashion and the whole car feels tight.

Soul suitably stirred, we return the Fiat to the garage, noting the cast alloy headlight surrounds, grilles and external vents where one normally expects plastic, and the Bertone scuff plates. The fact that all these little details remain in place, along with all its original glass, have assisted in the car receiving runner up best original coupe twice over in the Fiat Car Club of Victoria concours. Evidence of its patina develops upon closer inspection, with faded patches on the twin exhaust mufflers (it runs a complete twin exhaust system) and under the bonnet, but there is no denying the car has been loved and maintained over its 38 years. For such a rare and exotic Ferrari built jewel, the asking price appears more than justified.

As Shayne himself says: “The only thing left to do is drive it.”

Shayne can be contacted on 0418226666 or via info@lautista.com.au

Picking prospective highlights out of such a big sale is always difficult, so let’s go straight to the top of the estimated value pile- and it’s no surprise to see a Ferrari there. In this case, it’s a thoroughly gorgeous 1959 250GT LWB California Spider in Navy Blue with Black leather in concours condition. This is estimated to go for a minimum of $USD 2.4 million (all estimates in USD).

Other significant Ferraris include 2 of the 275 series, a GTB/4 and a GTS. The estimated price differential reflects the market’s perception that the open air 275 isn’t as collectible, its range being $425-500,000 against the 4 cam’s $700-900,000.

Representing the host continent is a 1930 Duesenberg Model J Convertible. Widely used in long distance touring events and in excellent running condition this stunning straight-eight is estimated at $1.1-1.5 million.

Of more attainable American iron, it is interesting to note the pre sale estimates of two open top 1957 Fords- a Thunderbird and a Fairlane. They share a 312ci V8, but the T-bird has traditionally been the collectors choice. However this Fairlane, incidently offered without reserve, is 1 of only 284 ‘Retractable Hardtops’ to leave the factory and its rarity is reflected in its estimated value; $75-100,000 against the T-bird’s $50-70,000.

A pair of original AC Cobras have generated a lot of interest, particularly the 1963 289 that was one of 2 factory entered cars in that year’s Le Mans. It retired after 10 hours, but has been well cared for in ensuing years and now regularly takes up the fight to GTO’s at the Goodwood revival. This history sees its value estimated at $1-1.4 million. The second Cobra is a road-going 427, one of few not subsequently converted to S/C specification. As it stands, it has 550bhp and can be yours for around $700-900,000.

Two other cars are expected to tickle the $1 million barrier. A 1941 Chrysler Newport ‘Dual Cowl Phaeton’, the 1941 Indy 500 Pace Car no less, presented in wonderfully restored condition. RM is looking for $800,000-1.2 million. Winding the clock back another 30 years, the well known 1911 Oldsmobile Autocrat known as ‘Yellow Peril’ (a term coined by its original owner/racer John Albert when it was repainted Yellow in the 1920’s) is estimated at $700,000- 1 million.

For those with ‘only’ half a million USD burning a hole, there is quite a variety on offer. 2 Bugatti Type 57’s- a Stelvio and a Faux Cabriolet- are rated at $350-450,000 and $550-700,000 respectively. An American 30’s equivalent to the Bugattis is also available in the form of a beautifully presented Auburn 851 Boat Tail Speedster. This 280ci straight eight masterpiece was on display for 8 years at Auburn’s headquarters and is estimated to sell for $450-550,000.

Early Corvettes are continuing to appreciate in value, with a first year, 1953 Roadster being valued at $225-250,000, despite having only six cylinders. By contrast, a 1954 Roadster with the sweet revving 265ci V8 is estimated for $80-100,000. Even a rare, racy and restored 1963 Z06 Coupe needs to be on its toes against the ‘53- RM’s example is set for $225-300,000.

Looking at vehicles from back across the pond, there are several E-Type Jaguars on offer. The best of these appears to be an early ‘62 Roadster that is estimated at $120-140,000, similar money to a lovely red XK150S 3.4 Roadster. It will be interesting to see which brings more interest come auction end.

There are also 2 Mercedes that appear worlds apart, but both were built in the 50’s. A 1952 300S Cabriolet, last of the pre-war style Mercs, rotisserie restored and concours ready, should bring $200-275,000 yet its slightly younger sibling, a ‘55 Gullwing that won best of show in Olympia way back in 1982 is expected to achieve $475-550,000.

In the past RM have always delivered on their extravagent stage. The results from Amelia Island will tell us just how much the global economic crisis has slowed the upper echelons of the classic car market.

Look for our full auction review in March
All pictures courtesy of RM auctions

“Better one Alesi today, than a thousand Schumachers tomorrow.”- homemade banner, Monza, 1995.
The tifosi adored him for his Sicilian roots, and the way he wore his heart on his sleeve. His driving style reflected this passion; all crossed arms and exaggerated head movements as he fought with the projectile he was seated within. 1995 was his best season in terms of outright competitiveness (though he scored more points in 1996 at Benetton) but it yielded him his only victory in Formula One the Canadian Grand Prix.

The Ferrari 412T2 was a wonderful match for Alesi- blood red, sometimes brilliant, usually temperamental. Turn up the speakers and enjoy the legendary Alesi car control as that 17,000rpm 3 litre V12 echoes around the Adelaide streets. Is it the best sounding F1 car of all time? Let us know what you think.